Scientific Journals Zeszyty Naukowe of the Maritime University of Akademii Morskiej w Szczecinie

2018, 53 (125), 93–101 ISSN 1733-8670 (Printed) Received: 24.10.2017 ISSN 2392-0378 (Online) Accepted: 20.02.2018 DOI: 10.17402/270 Published: 16.03.2018

Quantitative analysis of the impact of fishing ship traffic streams on traffic streams of merchant vessels in Polish maritime areas

Anna Anczykowska, Paulina Rekowska, Wojciech Ślączka Maritime University of Szczecin, Faculty of Navigation, Maritime Risk Center 1–2 Wały Chrobrego St., 70-500 Szczecin, e-mail: [email protected]  corresponding author

Key words: fishing vessels, , traffic streams, merchant vessels, maritime areas, risk Abstract The Baltic Sea is crisscrossed by several dense vessel traffic routes. Growing shipping traffic increases the likelihood of collisions. A quantitative analysis of the impact of fishing vessel traffic streams on streams of merchant vessel traffic aims to identify areas of intense traffic of this type and to assess the potential risks. The identification of intersections of fishing vessel routes and merchant shipping traffic allows us to identify spots of potential collisions. The analysis made use of the IALA IWRAP Mk2 program and AIS data collected from April 1, 2013 to March 31, 2014.

Introduction Shipping routes in the South Baltic – state of knowledge The intensity of commercial vessel traffic in the Baltic Sea has been increasing yearly. The observed The Helsinki Commission (HELCOM) conducts growth comprises mainly bulk carriers, container research on the vessel traffic density in the Baltic ships, general cargo vessels and passenger ships. Sea. Traffic streams are recorded via the automatic Since the LNG terminal in Świnoujście was put into identification system (AIS). There are 13 recording operation, LNG tankers have also been present in lines known as AIS lines across the Baltic Sea. Based the southern Baltic. Their number is not significant, on the collected information, HELCOM issues the but a large gas tanker manoeuvring in the approach Annual Report on Shipping Accidents in the Baltic channel is associated with an increased risk and ves- Sea. The location of AIS passage lines and the num- sel traffic restrictions (Maritime Office in Szczecin, ber of crossing vessels are shown in Figure 1. 2017). One characteristic feature of the Baltic is the The HELCOM’s Annual Report on Shipping existence of many ferry routes linking the coastal Accidents in the Baltic Sea in 2013 shows that states. Ro-ro vessels on some of these lines span the greatest number of vessel crossings occurs in Polish and Swedish ports. With an increase in ves- the region of the Danish Straits. In the Skager- sel traffic, the size of individual vessels also increas- rak Strait, separating the Jutland and Scandina- es. Measures to ensure the safety of vessels and to vian Peninsulas, the AIS Skaw passage line was harmonise the traffic, including designated shipping crossed by 57,567 ships. The largest group, cargo routes, traffic separation schemes and reporting sys- vessels, amounted to 24,188, or 42% of all vessels. tems, aim to reduce the risk of collisions between In the same region the greatest number of tankers vessels. (10,523) was recorded.

Zeszyty Naukowe Akademii Morskiej w Szczecinie 53 (125) 93 Anna Anczykowska, Paulina Rekowska, Wojciech Ślączka

Figure 1. Location of AIS passage lines and numbers of ships crossing them in the Baltic Sea in 2013 (HELCOM, 2014)

The second most-frequently crossed AIS line crossed by 29,474 vessels, of which 16,055 were was Kadet Fairway. According to HELCOM data, in cargo vessels (HELCOM, 2014). Table 1 shows the 2013 the Kadet Fairway line was crossed by 53,235 number of vessels recorded by AIS lines in 2013 ships, mostly cargo and passenger vessels. Another according to the type of vessel. area of high traffic intensity, the Sound, runs between the Scandinavian Peninsula and Zealand, a Danish An analysis of Polish fishing ports and island. The AIS line in this area recorded 54,393 ves- fishing boats and cutters landing locations sels in 2013, of which 29,179 were cargo vessels. Increased shipping traffic can also be observed in Polish ports important to Poland’s fishing industry the Gulf of Finland. The AIS line in that region was are located along the entire coast, from Świnoujście

94 Scientific Journals of the Maritime University of Szczecin 53 (125) Quantitative analysis of the impact of fishing ship traffic streams on traffic streams of merchant vessels in Polish maritime areas

Table 1. The number of vessels recorded by AIS passage lines in 2013 according to the type of vessel (HELCOM, 2014) Type of ship Location Passenger Cargo Tanker Other Unknown Total Skaw 2 394 24 188 10 523 17 690 2 772 57 567 Great Belt East Bridge 1 544 7 961 4 925 3 079 969 18 478 Drogden 2 806 16 055 3 778 5 168 1 667 29 474 Langeland East 1 590 7 742 4 799 2 783 1 080 17 994 Kadet Fairway 10 171 24 556 7 590 8 600 2 318 53 235 North of Bornholm 1 903 27 875 9 232 5 434 2 261 46 705 South of Bornholm 920 7 701 1 468 4 143 1 140 15 372 West of Gotland 1498 10 502 1 850 2 835 725 17 410 East of Gotland 1 220 18 926 7 010 2 149 1 503 30 808 Aland West 1 231 10 039 1 608 980 575 14 433 Aland East 13 593 105 591 95 1 397 Gulf of Finland 5 261 20 113 7 118 3 975 1 683 38 150 Irbe Strait 778 6 519 1 187 532 353 9 369 Total 31 329 182 770 61 193 57 959 17 141 350 392 % of Total 9 52 17 17 5 100

Figure 2. A map of Polish fishing ports and fishing boats and cutters landing locations (http://ec.europa.eu) in the west, through Dziwnów, Kołobrzeg, Darłowo, largest numbers of fishing craft were registered in , Łeba, Władysławowo, , Hel and Ustka (73), Władysławowo (61), Kołobrzeg (58) in the east. These ports are the bases and and Darłowo (57). Fishing vessels of overall length catch landing locations for the most fishing vessels, less than 15 meters numbered 726 ships, represent- shown in Figure 2. ing 83.7% of the total fleet. Fishing vessels with an In Figure 2, the numbers are assigned to the fol- overall length above 15 meters accounted for 16.3% lowing harbours: 1 – Szczecin Dąbie; 2 – Trzebież; (141 ships), and should be equipped with AIS B 3 – Altwarp (Germany), 4 – Świnoujście; 5 – Świno- transponders (Anczykowska, Sobkowicz, Ślączka, ujście–Karsibór; 6 – Międzyzdroje; 7 – Międzywo- 2015). Within three years, the number of registered dzie; 8 – Dziwnów; 9 – ; 10 – ; 11 – fishing vessels decreased to 841. The number of fish- Mrzeżyno; 12 – Kołobrzeg; 13 – ; ing vessels with an overall length above 15 meters 14 – Dąbki; 15 – Darłowo; 16 – Jarosławiec; 17 – fell to 130, which represents 15.5% of the total fleet. Ustka; 18 – Łeba; 19 – Dębki; 20 – Władysławowo; 711 fishing ships were had an overall length less than 21 – Chałupy; 22 – Jastarnia; 23 – Hel; 24 – Rewa; 15 meters (84.5%) (http://ec.europa.eu). Table 2 25 – Oksywie; 26 Maritime University of Szczecin – shows the number of ships registered in selected Gdynia; 27 – Gdańsk; 28 – Górki Zachodnie. ports in 2014 and 2017. On 1 September 2014 the Polish fishing fleet con- In terms of capacity, the biggest vessels were sisted of 867 ships registered in 65 locations. The noted in Gdansk, Gdynia and . They represent

Zeszyty Naukowe Akademii Morskiej w Szczecinie 53 (125) 95 Anna Anczykowska, Paulina Rekowska, Wojciech Ślączka

Table 2. The number of Polish fishing vessels registered in 60% of the total capacity of the Polish fishing fleet. ports on the southern Baltic coast on 1 September 2014 and The smallest craft were found in the region of Szcze- 1 June 2017 (http://ec.europa.eu) cin, where coastal fishing prevails (http://ec.europa. Port of registry 2014 2017Port of registry 2014 2017 eu). Polish fishing vessels may use 59 landing stag- Ustka 73 64 I 7 7 es, but 75% of the catch is discharged in Kołobrzeg, Władysławowo 61 65 Puck 7 6 Władysławowo and Hel (European Parliament, 2011). Most of the landing stages are located on the Kołobrzeg 58 52 Rewal 7 7 beach and have no proper equipment to be capable Darłowo 57 48 Ustronie Morskie 7 7 of handling more vessels. Jastarnia 49 44 Jantar 6 6 The Polish fishing fleet is engaged in coastal, Kuźnica 44 40 Kamień Pomorski 6 6 Baltic and ocean fish catching operations. The main Trzebież 35 35 Obłuże 6 6 routes followed by fishing vessels run from their har- Łeba 32 29 Rowy 6 6 bours to the fishing grounds. Major areas of opera- Nowa Pasłęka 27 29 Sopot 6 6 tions of the Polish fishing vessels in the southwest- Świnoujście 25 24 Szczecin – Stołczyn 6 7 ern Baltic include the Kołobrzeg–Darłowo Fishery, Dziwnów 22 22 Dębki 5 5 Ławica Odrzańska and Bornholm S. Fishing grounds Hel 20 21 Międzyzdroje 5 4 are defined as subdivisions by the International Coun- Jarosławiec 19 19 Niechorze 5 5 cil for the Exploration of the Sea (ICES) and fish- Frombork 16 16 Oksywie 5 5 ing squares. Polish fisheries are contained in ICES Piaski II 14 14 Chłapowo 4 4 subdivisions 24 and 25 (http://www.marinerega.pl). Table 3 describes Polish fisheries. Unieście 14 13 Górki Zachodnie 4 3 The main fisheries (Kołobrzeg–Darłowo, Ławica 14 15 Międzywodzie 4 4 Odrzańska and Bornholm S) are divided into a num- Chłopy 13 13 Orłowo 4 4 ber of smaller fisheries: identified by their square Piaski I 12 12 Świnoujście – Przytór 4 4 number. Figure 3 presents a map of the southern Kąty Rybackie I 11 13 Dźwirzyno 3 3 Baltic Sea with Polish fisheries divided into fishing 11 10 Gdynia 3 3 squares. Kąty Rybackie II 10 9 Górki Wschodnie 3 3 Due to the irregular traffic of fishing vessels in Krynica Morska II 10 9 Mrzeżyno 3 4 the southern region of the Baltic, an analysis was 10 12 Rewa 3 4 conducted to identify major fishing vessel traffic Szczecin – Dąbie 10 10 3 3 directions of movement and the areas of the densest Chałupy 9 10 Gdańsk 2 2 traffic. The access for Polish fishing vessels to fish- Suchacz 9 9 Kamienica Elbląska 2 2 ing grounds is governed by international agreements Świbno 9 9 2 2 between Poland and the Baltic countries (Ustawa, 1991). Świnoujście 9 10 2 2 – Karsibór Polish fishing vessels operate mainly within the Lubin 8 8 Jelitkowo 1 1 exclusive economic zone (Przywarty, Jarząbek, Gucma, 2014). Based on several agreements, Polish 8 8 Szczecin 1 0 vessels may catch fish outside Poland’s exclusive Tolkmicko 8 9 1 1 economic zone. Dąbki 7 8

Table 3. Location of Polish fisheries in the southwestern Baltic Sea in ICES subdivisions (http://www.marinarega.pl)

ICES Designation of fishery Fishing squares Description subdivision Kołobrzeg – Darłowo 25 F-2, F-73, F-4, G-3, G-4. G-5, H-3, From Ławica Odrzańska to Ławica Słupska H-4, H-5, H-6, J-3, J-4, J-5, J-6, J-7, K-5, K-6, K-7, K-8 Ławica Odrzańska 24 partly: C-1, C-2, D-3, D-4 Southwest area of Polish fishing zone; fisheries whole: D-1, D-2, F-2, E-3, E-4 of Pomorska Bay and Ławica Odrzańska Bornholm S 25 E-5, E-6, F-5, F-6, G-6, G-7, G-8, H-7, Squares: E-5, E-6, G-6, G-8, J-9 lie beyond H-8, J-8, J-9 Polish exclusive economic zone

96 Scientific Journals of the Maritime University of Szczecin 53 (125) Quantitative analysis of the impact of fishing ship traffic streams on traffic streams of merchant vessels in Polish maritime areas

Figure 3. The main fishing grounds of the southern Baltic Sea divided into fishing squares (Maritime Institute in Gdańsk, 2015)

Methods and data analysis The analysis covered three quarters of 2013 (April to December) and the first quarter of 2014. The results For a detailed analysis of vessel traffic in the South are shown in Table 4 and Figures 4 and 5. Baltic Sea, research lines were established along the The eight lines chosen for the analysis were as Polish coast. The study was conducted on the basis follows: Świnoujście 1, Świnoujście 2, Rewal, Koło- of AIS data using the IALA IWRAP Mk2 program. brzeg, Ustka, Hel, Gdynia and Gdańsk. The criterion

Table 4. The number of vessels in the 2nd, 3rd and 4th quarters of 2013 and 1st quarter of 2014 in selected research lines by vessel type Type of ship Research Direction General cargo Oil products Support Fishing line Passenger Other Total ships tanker ships ships N bound 10 060 3 635 858 458 39 340 15 390 Świnoujście1 S bound 9 568 3 783 714 402 44 410 14 921 W bound 8 1 528 544 37 11 39 2 167 Świnoujście2 E bound 8 2 519 533 62 12 42 3 176 W bound 175 4 941 1 429 118 23 137 6 823 Rewal E bound 145 6 256 1 455 130 12 76 8 074 W bound 463 5 712 1 584 182 24 202 8 167 Kołobrzeg E bound 283 6 686 1 528 153 36 122 8 808 W bound 596 8 669 2 043 366 40 235 11 949 Ustka E bound 532 10 563 1 778 333 35 170 13 411 N bound 3 520 11 112 1 478 1 352 71 985 18 518 Hel S bound 3 509 11 097 1 533 1 374 63 940 18 516 W bound 2 829 6 349 413 186 39 533 10 349 Gdynia E bound 2 735 6 776 515 287 59 495 10 867 N bound 0 1 320 1 084 36 15 40 2 495 Gdańsk S bound 0 1 303 1 045 47 11 33 2 439

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Figure 4. Location of the research lines in the southern part of the Baltic Sea and investigated directions of traffic flow

40000 37 034 for choosing the location of the lines was traffic 35000 intensity. Four lines were established on the west- 30 311 30000 ern part and four on the eastern part of the Polish 25 360 coast. AIS-registered vessel positions were marked 25000 21 216 20000 16 975 on a chart of the southern Baltic Sea by the IALA 14 897 15000 IWRAP program. The analysis was made for two 10000 directions of shipping traffic. 5343 4934 5000 The greatest vessel traffic is noted in the port 0 approaches of Gdynia and Gdańsk (research line Hel) and Świnoujście. The research line Hel recorded the largest number of general cargo ships – 22,209. The approach to Świnoujście was passed by the largest number of passenger ships – 19,628, which results Figure 5. The total number of vessels in the measuring lines in the 2nd, 3rd and 4th quarter of 2013 and 1st quarter of 2014 from ferry connections with Scandinavia.

Table 5. Percentage of fishing vessels by length in research lines Świnoujście 1 and 2, Rewal and Kołobrzeg in a specific period of research Świnoujście 1 Świnoujście 2 Rewal Kołobrzeg L [m] north bound south bound west bound east bound west bound east bound west bound east bound 0–25 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 33.33% 11.11% 25–50 51.28% 54.55% 36.36% 33.33% 65.22% 66.67% 33.33% 77.78% 50–75 38.46% 36.36% 63.64% 66.67% 0.00% 33.33% 0.00% 11.11% 75–100 10.26% 9.09% 0.00% 0.00% 17.39% 0.00% 16.67% 0.00% 100–125 0.00% 0.00% 0.00% 0.00% 17.39% 0.00% 16.67% 0.00% > 125 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

Table 6. Percentage of fishing vessels by length in research lines Ustka, Hel, Gdynia and Gdańsk in a specific period of research Ustka Hel Gdynia Gdańsk L [m] west bound east bound north bound south bound west bound east bound north bound south bound 0–25 20.00% 22.86% 0.00% 0.00% 0.00% 0.00% 0.00% 63.64% 25–50 60.00% 65.71% 60.56% 55.56% 89.74% 100.00% 100.00% 36.36% 50–75 0.00% 0.00% 16.90% 19.05% 10.26% 0.00% 0.00% 0.00% 75–100 10.00% 11.43% 5.63% 6.35% 0.00% 0.00% 0.00% 0.00% 100–125 10.00% 0.00% 16.90% 19.05% 0.00% 0.00% 0.00% 0.00% > 125 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

98 Scientific Journals of the Maritime University of Szczecin 53 (125) Quantitative analysis of the impact of fishing ship traffic streams on traffic streams of merchant vessels in Polish maritime areas

Figure 6. The main traffic streams of fishing crafts in the South Baltic Sea registered by AIS in 2nd quarter of 2013

Fishing vessel routes The impact of fishing vessel traffic on merchant vessel traffic streams along The analysis, performed with the IALA IWRAP shipping routes in the South Baltic Sea Mk2 program, aimed at examining vessel traffic in two directions. Ships were grouped by length. Quite naturally, the main shipping routes cross Tables 5 and 6 indicate the percentage of fishing ves- routes of fishing vessels proceeding to and from fish- sels in each research line. ing grounds. For this reason, there is an increased The presented statistics reflect vessels fitted with risk of collision with fishing vessels. Based on the AIS transponders. Despite the requirement for fish- research carried out, the authors have indicated two ing vessels to carry AIS transponders, some ves- areas of increased risk of collisions involving fish- sels do not have them (Anczykowska, Sobkowicz, ing vessels. Streams of vessel traffic on the main Ślączka, 2015). Figure 6 shows the main traffic shipping routes in the South Baltic Sea are shown streams of fishing craft in the South Baltic Sea regis- in Figure 7. tered by AIS in the 2nd quarter of 2013.

Figure 7. Streams of vessel traffic on the main shipping routes in the South Baltic Sea recorded by AIS in 2nd quarter of 2013

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The greatest risk of collisions involving fishing ports. These include ports in Gdansk Bay and the vessels exists in the Gulf of Gdańsk and northeast (Władysławowo, Hel), Świnoujście, of the Hel Peninsula. The collision risk is due to the Kołobrzeg, Darłowo, Ustka and Łeba. The traf- intersections of frequented shipping routes (ferry fic is reduced in winter, as poor weather condi- lines between Poland and Sweden, or offshore vessel tions and ice affect fishing operations. In the winter service to Baltic Beta drilling rig) and fishing vessel months, fishing vessel traffic is reduced in the area routes to/from fisheries in squares P11 to P13, R7 to in the southwestern Baltic Sea (from Ustka towards R13 andS5 to S13 which cross these areas. Świnoujście), while an increase in fishing vessel The other region posing an increased risk of col- traffic is observed in the southeastern part of the Bal- lisions with fishing vessels is the area southeast of tic Sea in the area of Gdańsk Bay. The observations the island of Bornholm, the largest fishing ground also indicate a significant reduction in vessel traffic in the South Baltic Sea, called Bornholm S. The in the area of oil rigs located north of , intensity of fishing vessel traffic in that area is due to where safety zones around the platforms have been the proximity of a few fishing harbours on the Pol- established. ish coast: the Kołobrzeg, Darłowo and Ustka, bases The analysis has shown that the fishing vessel and landing stages for a major portion of the Polish traffic streams in the southern Baltic Sea have an fleet. Fishing vessel traffic is greatest in spring and impact on commercial vessel traffic. Fishing vessels summer. During these seasons, hydrometeorological sailing irregularly increase the risk of collisions with conditions in the region are favourable and fish pro- other vessels, particularly when en-route to the fish- tection periods, which are related to the fishing quo- ing ground or back to the port base. Shipping safety tas granted for each calendar year to the EU states in this context depends largely on the fishing crews concerned, are rare (http://ec.europa.eu). because the observed common practice by fishermen Potentially, the lowest risk of collisions involving is not to give way, even if their vessel is not engaged fishing vessels exists in the Świnoujście approach in fishing. channel. There are not any large fishing grounds in Passenger/car ferries plying between Poland and that area, while the harbours in Świnoujście and on Sweden face an increased risk of collisions with the shore of Zalew Szczeciński are home to only fishing vessels. Their routes cross the main fishing a small part of the Polish fleet. grounds of the Polish fleet. In cases of a collision sit- uation developing between a fishing vessel and a fer- Conclusions ry, the personnel of both vessels should be required to take precautions and keep a sharp lookout in order The analysis of the traffic streams performed to avoid dangerous situations. using the IALA IWRAP program, for the period To sum up, fishing vessel personnel should, by including the 2nd, 3rd and 4th quarters of 2013 and all means, comply with the Collision Regulations, three months of 2014, and available AIS data have in particular those concerning day shapes and lights. revealed that the greatest intensity of vessel traffic occurs during the 2nd and 3rd quarters of the year. Acknowledgments This is due to favourable hydrometeorological con- ditions prevailing in the southern Baltic Sea and per- This research outcome has been achieved under mitted fishing periods. the research project Nos. 1/MN/INM/17 and 12/MN/ The vessel traffic density is greatest on the main INM/17 and financed from a subsidy of the Minis- shipping routes and Baltic port approach waters. try of Science and Higher Education for statutory Their location results from good sea practices and activities. marine traffic separation schemes established under the Collision Regulations. Publications on voyage References planning in the southern Baltic Sea (Mariners Rout- 1. Anczykowska, A., Sobkowicz, P. & Ślączka, W. (2015) ing Guide Baltic Sea – HELCOM) suggest that these Wykorzystanie systemu AIS w celu poprawy bezpieczeństwa shipping routes should be chosen. These routes are eksploatacji statków rybackich. Logistyka 3, CD 1, pp. 56–64. well established and are the most frequented ship- 2. European Parliament (2011) Departament Tematyczny: ping routes in the Baltic. Polityka Strukturalna i Polityka Spójności. Rybołówstwo w Polsce. Opracowanie tematyczne. Parlament Europejski. The analysis of fishing vessel traffic streams has 3. Fleet Register On The NeT [Online] Available from: http:// also found that, despite a large number of ports of ec.europa.eu/fisheries/fleet/index.cfm?method=Download. registry, the fishing craft generally land at only a few Menu&country=POL [Accessed: July 6th, 2017]

100 Scientific Journals of the Maritime University of Szczecin 53 (125) Quantitative analysis of the impact of fishing ship traffic streams on traffic streams of merchant vessels in Polish maritime areas

4. HELCOM (2014) Annual report on Shipping accidents in the 7. Maritime Office in Szczecin (2017) Zarządzenie Nr 3 Dyrek- Baltic Sea in 2013 [Online] Available from: http://www.hel- tora Urzędu Morskiego w Szczecinie z dnia 26 lipca 2013 r. com.fi [Accessed: July rd3 , 2017]. Przepisy Portowe, z późn. zm. Urząd Morski w Szczecinie. 5. Maritime Institute in Gdańsk (2015) Studium uwarunkowań 8. Rozwój rybołóstwa [Online] Available from: http://www. zagospodarowania przestrzennego Polskich Obszarów Mor- marinarega.pl/index.php/strategia-rozwoju-portu-2015/ skich. Instytut Morski w Gdańsku rozwoj-rybolostwa?start=3 [Accessed: June 15th, 2017] 6. Przywarty, M., Jarząbek, D. & Gucma, L. (2014) Model of 9. Ustawa (1991) Ustawa z dnia 21 marca 1991 r. o obszarach navigational safety of vessels in Polish EEZ. Annual of Navi- morskich Rzeczypospolitej Polskiej i administracji morskiej gation (21), pp. 133–142. z późn. zm. (Dz.U. z 1991 Nr 32 poz. 131 z późn. zm.)

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